Mixed fuel system

ABSTRACT

The present invention provides a novel combination of devices to measure and transmit to an electronic controller data pertaining to differential pressures, temperatures, regeneration status, exhaust content, accumulated gas consumption and substitute fuel consumption. The electronic controller compares the data to thresholds; when the controller receives signals indicating these thresholds or limits are met, the controller causes the gas substitution rate to be diminished or set to zero until after-treatments elements are fully regenerated thereby facilitating integration of a mixed fuel system with an application internal combustion engine.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part application of U.S. patentapplication Ser. No. 16/291,141 which was filed with the United StatesPatent and Trademark Office on Mar. 4, 2019 and which claims the benefitof U.S. Provisional Application No. 62/637,902 which was filed with theUnited States Patent and Trademark Office on Mar. 2, 2018, the entiretyof each of which is incorporated herein fully by reference.

BACKGROUND

Diesel fuel consumption through any stationary or vehicular dieselengine is regulated by the acting engine governor, whether thatgoverning function is a driver, an electronic control module (ECM) orother electro-mechanical device. In the case of a vehicular engine, theoverall governor is most often the driver acting to accelerate thevehicle under a given set of load conditions and to reach and/ormaintain a desired road speed. The driver typically uses the foot pedalto accelerate the vehicle to a desired speed, but may also use cruisecontrol functions to accelerate, decelerate or maintain that set speed.

Mixed fuel systems (a.k.a. dual fuel systems) provide a viable means ofreducing monetary and environmental costs incurred through the operationof internal combustion (IC) engines which would otherwise burn a single,traditional fuel such as diesel. When diesel fuel consumption isreplaced in part by use of a more environmentally-friendly and lessexpensive secondary fuel, such as natural gas, there is an opportunityboth to improve overall fuel economy and to reduce harmful exhaust gasemissions.

Prior-art mixed fuel systems generally include an electronic controlmodule (ECM) to monitor base diesel engine parameters as well as thestatus of a natural gas component. These systems utilize data from anumber of sensors (e.g. engine speed, manifold intake pressure, gasregulator pressure, etc.); either through direct sensing and/or throughserial bus communications with the IC (internal combustion) engine ECM,in order to control the mixture of fuels to the engine.

Certain of these prior art systems utilize high-pressure fuel injectionto flow gas directly into each combustion cylinder, while otherso-called “fumigation” systems introduce gas either pre-turbo orpost-turbo into the air intake manifold. To wit, high pressure systemsuse natural gas-compatible fuel injectors while low-pressure fumigationsystems control natural gas flow simply with a manually-set trim valveor using an electronically-controlled variable gas flow valve solution.

While high-pressure injection directly into each cylinder does allow forhigh gas flow rates, timed to coincide with externally-controlled dieselcombustion events, the underlying mixed-fuel systems are relativelycostly, difficult to install, often unreliable and potentially unsafe.In contrast, less complex, low-pressure fumigation systems have provento be more cost-effective and reliable, but may also compromise bothfuel economy savings and emissions performance.

In particular, prior art fumigations systems lack direct and variablecontrol over diesel injection pulse width, instead relying on compliancefrom external engine governor functions, such as a driver, vehiclecruise control (VCC) or an engine speed governor to reduce dieselconsumption. This may lead to sub-optimal fuel economy as well ascompromised engine performance.

Similarly, these systems do not adjust diesel injection timing, which inturn may contribute to excessive exhaust gas emissions associated withover-fueling, incomplete combustion and/or insufficient fresh airmake-up. The resulting tradeoffs are particularly evident with moreadvanced vehicular diesel engines that utilize after-treatmenttechnology such as exhaust gas recirculation (EGR), diesel particulatefilters (DPF) and selective catalyst reduction (SCR) subsystems.

For example, U.S. Pat. No. 8,267,064 discloses apparatus to control dualfuel for a fuel injected engine by emulating electrical characteristicsof a primary fuel injector to create an alternative signal which, inturn, controls the fuel supply. Additionally, U.S. patent applicationSer. No. 13/034946 discloses an engine modification that controls signaltiming via emulation of engine sensors. In this disclosure, engine speedand position sensor data is modified with the aim of controlling dieselfuel injection in a dual-fuel engine. And, U.S. Pat. No. 5,370,097discloses an assembly to shut off diesel.

When the driver and/or extant load conditions demand maximum diesel fuelconsumption, the introduction of an additional, secondary fuel is notpossible without overpowering the engine unless the diesel demand itselfis limited. Prior art mixed fuel systems attempt to resolve thisconstraint in a number of different ways, for example, using one or moreof: secondary fuel is turned off when peak diesel demand is reached;diesel demand is shunted by an external electro-mechanical shut-offvalve, thus allowing for secondary fuel to be mixed; or diesel demand ismodulated by a bypass/slave ECM that assumes direct control over dieselinjectors, again allowing for secondary fuel to be mixed.

While turning off the secondary fuel source does prevent any excesspower concerns with the engine itself, fuel economy savings achievedthrough use of a more cost-effective secondary fuel source are greatlydiminished for many real-world applications. And whileelectro-mechanical shut-off valves do allow a cost-effectivediesel-demand limit, these create drivability and reliability concerns,especially in the event of a shut-off valve failure.

Direct control over diesel fuel injectors through modification of thebase ECM pulse-width modulation (PWM) allows for substantial increase insecondary fuel consumption. However, the dual fuel solutions that takethis approach are very expensive in terms of development effort,drive-away cost and installation time. Moreover, these systems haveproven to be somewhat unreliable due to their complexity. As well, somesuch systems do not allow for full return to diesel-only operation andtherefore leave the engine in a de-rated condition in the event ofunderlying component failure.

U.S. Pat. No. 8,267,064 modifies diesel injection pulse width whereasU.S. Pat. No. 5,370,097 shuts off diesel for non-injection systems--these both solve the substitution limitation associated with high dieseldemand, but suffer from inefficiencies relating to emissions control.

Other diesel engines typically comprise some means to address pollutantsthat would otherwise exit the exhaust system of a diesel engine. Butthese after-treatment subsystems and their components are designed fordiesel-only operation and may be inadequate for mixed fuel operation.When employed in a mixed-fuel environment, the operation and set up ofthese after-treatment subsystems is inefficient, i.e., the strategiesemployed for use of these after-treatment subsystems in a diesel onlyenvironment are often inadequate in a mixed-fuel environment. Currentstrategies often incorporate a calculation for accumulated diesel fuelconsumption to determine when the after-treatment components (e.g. DPF)must be regenerated. In a mixed fuel environment, this calculation islikely to regenerate long after regeneration was actually needed becauseless diesel will be consumed per unit of time the engine is working.Some current protection strategies also use differential pressurereadings to determine when regeneration is required, however, in a dualfuel environment “face plugging” of the diesel oxidation catalyst mayoccur resulting in erroneous DPF readings. These readings, in turn,cause problems with regeneration. Further, the change in fuel contentchanges the content of the exhaust. Soot production is also increasedunder some conditions.

There was, therefore, a need for a cost-effective mixed-fuel system withprecise and independent control over natural gas and diesel flow ratesas well as an enhanced capability for optimizing exhaust gas emissions.

SUMMARY

The aforementioned problems and challenges in the dual-fuel environmentnecessitate augmentation in after-treatment protection strategies which,in the present invention, is achieved by a novel combination of devicesto measure and transmit to an electronic controller data that isindicative of differential pressures, temperatures, regeneration status,exhaust content, accumulated gas consumption and substitute fuelconsumption. In general, an electronic controller receives the dataprovided by the sensor and compares it to protection thresholds formixed fuel operation. When the controller receives signals indicatingthese thresholds or limits are met, the controller causes the gassubstitution rate to be diminished or set to zero until after-treatmentselements are fully regenerated.

The present invention preserves the most cost effective means forintegrating a mixed fuel system with an application internal combustionengine. The internal combustion engine may include standard componentssuch as a serial bus, diesel fuel control, exhaust gas recirculation,diesel oxidation catalyst, diesel particulate filter and selectivecatalytic reduction after-treatment subsystems. The presently disclosedmixed fuel system for the internal combustion engine comprises emissionsfeedback control and EGR control methods for protection of a dieselparticulate filter and a diesel oxidation catalyst. The mixed fuelsystem of the present invention includes an electronic controller (alsodescribed as a Dual fuel controller, electronic control module),sensors, and serial bus communications with the internal combustionengine controller, as well as gas regulation components appropriate forfumigation-based control. In addition, the present invention alsoincorporates methods and apparatus necessary for achieving independentdiesel fuel control as well as exhaust gas emissions control. Thepresent invention facilitates monitoring and/or controlling exhaust gasrecirculation (EGR) emulation, protecting diesel oxidation catalyst(DOC), and monitoring a diesel particulate filter (DPF) and it monitorsa selective catalytic reduction (SCR) after-treatment subsystem. Thepresent invention provides means to protect the SCR by shutting off dualfuel operation while the SCR is active.

In general, then, the dual fuel system includes gas train components,sensors, at least one networked controller, control software and a userdisplay. Circuits necessary to provide an interface to the base dieselengine and emulation of functionality can be incorporated into thecontroller.

1. Diesel Demand Limiting

The present invention implements several different methods for dieseldemand reduction. Each specific implementation depends on the particulardiesel engine controls interface utilized by a given application engine.The included range of methods allows the mixed fuel system to limitdiesel demand for a wide variety of engine control configurations.

One preferred approach to diesel demand limiting is employed by thepresent invention. This approach interrupts and emulates driver controlsto the engine ECM itself, namely the accelerator pedal input and thecruise control activation switch. Emulation of the pedal input signalmay involve several different electrical interfaces including but notnecessarily limited to :Single analog throttle position sensor (TPS)signal; Dual analog TPS signal; and Single Pulse Width Modulation (PWM)signal.

The pedal signal in any format is intercepted by the dual fuelcontroller and then, through use of fuel maps which facilitate thedetermination by the dual fuel controller of the appropriate gassubstitution rate, the pedal signal is modified to reflect a diminisheddiesel demand during the mixed fuel mode of operation. Alternatively, aseparate circuit or device may be employed to intercept and modify thesignal. The emulated pedal signal sent to the engine ECM indirectlyleads to reduced injector pulse width modulation (PWM) and less demandfor diesel/fuel which in turn allows for introduction of the secondaryfuel in a precisely controlled manner. Self-test and diagnostic criteriafor the signal itself are also satisfied by the emulated signal output.

During vehicle cruise control (VCC) operation, the cruise activationswitch is also intercepted, modified by the dual fuel controller andreturned to the engine ECM. In this manner, the actual VCC functions(accelerate, decelerate, set speed, etc.) can also be emulated throughthe dual fuel controller. Apart from the cruise control activationswitch itself, the status of certain other VCC push button controls isread via the vehicle serial bus interface, in accordance with J1939Controller Area Network (CAN) or J1587 serial communication standards.

The VCC speed control function is assimilated by the dual fuelcontroller using the emulated pedal signal to control diesel demand andan electronic throttle body (ETB) to modulate gas. Alternatively, avariable gas flow control valve can provide this function. An Electronicthrottle control (ETC) is technology that electronically “connects” anaccelerator pedal of the vehicle to the throttle on the vehicle'sengine, replacing a mechanical linkage. A typical ETC system consists ofthree major components: (i) an accelerator pedal module which mayinclude sensors, (ii) an electronic throttle body (which is a throttlevalve that can be opened and closed by an electric motor), and (iii) theengine control module ECM. The ECM employs software to determine therequired throttle position. The software performs calculations from datameasured by sensors, including the accelerator pedal position, enginespeed, vehicle speed, and cruise control switches. The electric motor ofthe electronic throttle body is used to open or close the throttle valveas needed to meet the demands. Key to the present invention is the factthat the electronic throttle body (ETB) can cause the throttle to bemoved irrespective of the position of the driver's accelerator pedal.The fuel mixture is thus controlled in a manner that replicates intendedVCC operation.

A second preferred approach to diesel demand limiting involves bypass ofthe primary accelerator pedal input through a remote pedal interface.Since engine ECMs are designed to allow for remote pedal operation (e.g.in work-truck applications), activated by a separate signal input, thesame functionality can be achieved without interruption of the primarypedal input. With the remote pedal input and emulation of VCC operation,diesel demand can be controlled by the dual fuel controller, allowingsignificant substitution of a secondary fuel. This is the preferredembodiment for engines with J1708/J1587 serial or proprietary CANbusses.

The third, but most preferred method for limiting diesel demand involvesdirect control of the engine using the J1939 Torque Speed Command (TSC)interface. The TSC allows the engine torque and/or speed to be monitoredand limited by an externally networked device, in particular the dualfuel controller. For J1939 capable engines, this method allows the dualfuel controller to manage engine torque and also substitute thesecondary fuel in place of diesel in a highly controlled manner duringall modes of engine operation.

2. Emissions Control & After Treatment Protection

While mixed fuel engines have the potential to reduce fuel costs,especially through independent control of both natural gas and diesel,their operation also affords opportunity to improve greenhouse gas (GHG)emissions in relation to commensurate diesel-only operation, inparticular oxides of nitrogen (i.e. NOx). However, an over-emphasis onfuel savings benefits in the design and implementation of dual fuelsystems may result in unintentional compromise of emissions performanceas well as an unnecessary increase in the overall lifecycle cost ofoperation due to the associated impact on modern, diesel engineafter-treatment systems.

The present invention, therefore also employs a comprehensive real-timeemissions control and after-treatment protection strategy to maximizeemissions benefits as well as fuel savings while maintaining thereliability of after-treatment components themselves. The dual fuelcontrol system of the present invention monitors and controls severaldifferent engine parameters, gas system parameters, and exhaustparameters and controls these parameters by controlling diesel demand,gas flow, exhaust gas recirculation, and by monitoring DOC and DPF.

a. Emissions Feedback Control

For control of the combustion process, the dual fuel control systemmonitors various engine parameters such as engine speed, engine load,exhaust gas temperature (EGT), diesel fuel consumption, etc. Theseparameters are acquired through direct sensing as required and/orthrough the diesel ECM serial bus connection.

The dual fuel system monitors gas system parameters such as gaspressure, temperature and flow rate. The latter is accomplished throughuse of a gas-compatible hot-wire anemometer, differential pressure andfuel temperature sensing, a Coriolis meter, or through gas flowestimation.

The dual fuel ECM also monitors exhaust parameters, such as NO_(x) andO₂ concentration level, as well as exhaust gas pressure and temperatureat various points in the after-treatment system. As with engineparameters, acquisition is accomplished through direct sensing orindirectly through the serial bus connection.

While prior art systems do claim to improve exhaust gas emissionsthrough the combustion of natural gas in the fuel mixture, these systemsdo not actively monitor or control emissions content. Instead, thepresent invention controls diesel demand, gas flow and exhaust gasrecirculation, all while monitoring exhaust gas conditions, for theexpress purpose of optimizing both fuel economy and emissionsperformance. In summary, this basic responsiveness to emissions benefits(in addition to lifecycle cost savings) is at the core of the novelcontrol system.

b. EGR Control

Although dual fuel combustion is known to reduce NO_(x), it may alsoresult in increased soot production, especially at higher levels of gassubstitution and at higher (e.g. >80%) engine loads. This is in part dueto a relatively rich fuel mixture, especially under higher diesel flowconditions, but may also result from the methane slip that is endemic toany fumigation system.

Particulate matter (PM) production is further impacted by the use of anexhaust gas recirculation (EGR) valve, which is intended to reduceNO_(x). At moderate engine loads, where excess oxygen and elevatedtemperature may otherwise increase NOR production, the inert exhaust gasis re-circulated through the engine air intake in place of fresh oxygen.The exhaust gas is also passed through an EGR cooler to lower the intakeair temperature, which further acts to lower NOR concentration.

Most diesel engines control the EGR in an open-loop manner based on acombination of diesel fuel injection pulse width, engine load and enginespeed. However, since the combustion of natural gas reduces the need fordiesel fuel, the engine ECM perceives reduced engine load and thereforeincreases EGR as described above to reduce NO_(x).

Increase in EGR leads to limited supply of fresh oxygen required forcomplete combustion of the total fuel mixture, a related loss in overallfuel efficiency and a marked increase in soot production. The elevatedsoot levels increase service demand for regeneration of the dieselparticulate filter (DPF) and also lead to possible DPF failure. Theseproblems are exacerbated by the introduction of SCR after-treatmentsystems, which are inherently more responsive to NOx production.

3. Feed-Forward and Feedback Controls

The present invention provides means to employ a base fuel mixture ofdiesel and a secondary fuel. The mixture is controlled by applying analgorithm employing variables that dictate the gas flow rate, positionof the electronic throttle body (ETB) and the diesel demand limit. Thefuel mixture is achieved by using a gas substitution ratio (GSR) whichdictates the ratio of primary fuel (diesel, in this example) that is tobe displaced by a secondary fuel (e.g., natural gas). The GSR to beemployed to the mix is controlled by the controller employing a fuel mapwhich, in essence, provides a multidimensional look-up table whichrelates the GSR to at least one of the control input parameters ineither a feedback or feedforward regime.

GSR may be defined as a feed-forward function of any one or more ofpedal position, engine speed and engine load for a specified range ofeach of those variables. i.e. for a given instance of each input value,a particular GSR results in the requisite fuel mixture.

Additionally or alternatively, feed-back variables in the exhaust may bemonitored such as NOx and EGT, and the EGR valve and the GSR may beadjusted accordingly to cause the exhaust to more closely meet thetarget fuel mixture and exhaust limitations.

The present invention actively controls the EGR during dual fueloperation. EGR control is achieved through manipulation of one or moreof four input signals to the diesel engine ECM. Any or all of thesesignals is intercepted and then modified to achieve the expecteddiesel-only EGR level. These signals may include barometric pressure,EGR pressure, manifold pressure, intake manifold pressure.

Through active EGR control, NOx concentration is maintained at or belowdiesel-only levels while soot production may be reduced by a factor offive or more. Less soot reduces the need for DPF regeneration and,therefore, fuel consumed for after-treatment. Less soot also extends theuseful life of the DPF itself.

4. DPF and DOC Component Protection

Even with active EGR control, the diesel oxidation catalyst (DOC),diesel particulate filter (DPF) and Selective Catalyst Reduction (SCR)subsystems should be protected during dual fuel operation. In additionto the potential soot load increase from dual fuel operation, mostafter-treatment systems regenerate the DPF in part based on diesel fuelconsumption over time. Since the diesel fuel consumption rate is reducedeven though overall fuel consumption is not, the DPF in prior art dualfuel systems may not be adequately protected from soot build up. Thepresent invention provides protection for these components that wereoriginally designed for diesel-only operation.

Current strategies often incorporate calculations to determineaccumulated diesel fuel consumption to determine when theafter-treatment components (e.g. DPF) must be regenerated. However, inthe present invention, diesel consumption is replaced by the use of asubstitute fuel and, therefore, DPF regeneration (which is triggered bydiesel consumption) must be implemented via a different trigger.

In prior art engines, differential pressure readings acrossafter-treatment devices may be used to determine when regeneration isrequired. However, the pressure readings in a mixed-fuel operationalenvironment are not as reliable as in a diesel only context and,therefore erroneous DPF readings may occur resulting in problems withregeneration.

As is known, exhaust content profile changes in accordance with the fuelmixture. Soot production may increase.

The present invention monitors the after-treatment component status viameasurement of differential pressures, temperatures, regeneration statususing serial bus communications or installed sensors. In general, as isknown in the art, the system protects against damage to the DPF and DOCby limiting or prohibiting the combustion of gas during the passive andactive regenerative process by controlling an injector that periodicallycleans out the soot in the DOC/DPF by combusting diesel fuel at 900F.The diesel ECM also pumps DEF/UREA to react the NOx in the exhaust,leaving inert N2, H2O and O2.

The present invention protects the DOC and DPF by actively monitoringDPF differential pressure, DOC and DPF temperatures, as well as the DPFregeneration status, either through direct sensing and/or through serialbus communications. It detects issues, and causes shut off of the gas.In this manner, the present invention is able to prevent excessive sootaccumulation in the DPF and manages the production of NOx. In thismanner the after treatment system is not overtaxed. The dual fuel systemaccomplishes these objectives through control of gas flow, diesel demandlimiting and EGR control.

All of these protective measures serve to extend the life of theafter-treatment components and reduce lifecycle costs associated withdual-fuel operation.

The dual fuel control systems of the present invention address severalknown problems that otherwise plague prior art dual fuel systems.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1—Pedal Emulator Interface

FIG. 2—Remote Pedal Emulator Interface

FIG. 3—Torque Speed Command

FIG. 4—Vehicle Cruise Control Emulator

FIG. 5—Emissions Feedback Control

FIG. 6—EGR Emulator

FIG. 7—After-treatment Protection

FIG. 8—EGR Emulator Schematic

FIG. 9—Manifold Air Pressure Schematic

FIG. 10—Manifold Aire Pressure Schematic

DETAILED DESCRIPTION

The present invention preserves the most cost effective means forintegrating a mixed fuel system 10 with an application internalcombustion engine 100. The internal combustion engine 100 includesserial bus 16, diesel fuel control 104, exhaust gas recirculation 200,diesel oxidation catalyst 300, diesel particulate filter 400 andselective catalytic reduction 450 after-treatment subsystems 500. Themixed fuel system 10 includes an electronic controller 600 (alsodescribed as a Dual fuel controller, electronic control module), sensors14, and serial bus 16 communications with the internal combustion enginecontroller 12, as well as gas regulation components appropriate forfumigation-based control.

The controller 600 may comprise a ruggedized engine control module. Theembedded electronic controller is capable of operating in harshautomotive, marine, and off-highway applications. It's hardware featureswide-ranging input and output functionality and microprocessor(s) whichare pre-programmed and calibrated with a highly customized controlstrategy. An onboard floating point processor with high clock frequencyallows complex control software to run efficiently. Dual and/orfixed-point processors may also be employed for safety, redundancyand/or cost savings. Integrated serial communications data-links ensureinteroperability with other system components.

In addition, the present invention also incorporates methods andapparatus necessary for achieving independent diesel fuel control aswell as exhaust gas emissions control. The present invention facilitatesincluding monitoring and/or controlling exhaust gas recirculation (EGR)200 emulation, protecting diesel oxidation catalyst (DOC) 300,monitoring a diesel particulate filter (DPF) 400 and includes aselective catalytic reduction (SCR) 450 after-treatment subsystem 500.

Pedal Signal Emulation

One preferred approach to diesel demand limiting comprises: acceleratorpedal signal 21 emulation. This mechanism limits diesel consumption bystemming driver demand 22 and is shown in FIG. 1.

In diesel only mode, the accelerator pedal signal 21 is passed directlythrough to the diesel 100 ECM 600. The pedal input 20, 21 is combinedwith other control signals (e.g. engine speed) as the basis for a dieselfuel map 26 to the engine 100. Particularly in the case of a so-called“min-max” electronic governor, the fuel command is proportional to themagnitude of the pedal input 20, 21 itself. Thus, the driver 28indirectly commands diesel fuel 18 to the engine 100 via the acceleratorpedal 20.

In mixed fuel mode, the accelerator pedal signal 21 is first processedthrough the mixed fuel control system 10. The system 10 of the presentinvention intercepts and electrically emulates the accelerator pedalsignal 21 to create an emulated pedal signal 40 to reflect a lower levelof diesel demand 36 from the driver 28. This allows a secondary fuel 34(e.g. natural gas) to be mixed with diesel 18, therefore allowingmaximum fuel economy without overpowering the engine 100. The emulatedpedal signal 40 can also be used to control diesel demand 36 duringVehicle Cruise Control 38 operation as depicted in FIG. 4. (see FIGS. 1and 4)

Emulation of the pedal signal 40 may involve several differentelectrical interfaces, including single analog throttle position sensor(TPS) signal; dual analog TPS signal; and a single PWM signal. The pedalsignal 21 in any format is intercepted and then modified to reflect adiminished diesel demand 36 during the mixed fuel mode of operation.Modification can be achieved through any of several means. Theappropriate selection depends on the signal format.

The modification may be made to employ a simple voltage divider 52.However, this modification changes pedal feel. It also will not workwith PWM (Pulse Width Modulation) input and will not allow for VCC 38(Vehicle Cruise Control) operation. Further, it may not satisfy modernon board diagnostic (OBD) checks. Alternatively, the modification maycomprise a Simple Zener diode 52 a. Once again, the Simple Zener diodechanges pedal 20 feel, effects no Pulse Width Modulation, and does notwork with Vehicle cruise control 38. Further, this modification cannotsatisfy modern on board diagnostic checks.

Analog input and analog output drivers are also possible modifications,however, they are a relatively expensive solution, and may not handlePWM signal input. As an alternative, analog input combined with PulseWidth Modulation output driver with impedance matching is, generally,the best solution for single/dual analog. This arrangement handlesVehicular cruise control 38 and on board diagnostics checks.

Finally, Analog/Digital input combined with Schottky trigger, TPU (TimeProcessor Unit) and Pulse Width Modulation output driver is consideredby the inventors to comprise a preferred solution for Pulse WidthModulation and the combination handles Vehicular Cruise Control 38 andon-board diagnostics. The TPU is a microprocessor which counts/capturesdigital events such as pulses over a given time period. In the case of aPWM signal, there are on/off digital pulses modulated with a certainduty cycle and frequency. A TPU is required to process the signal

Diesel engine 100 electronic control module 12 self-test and diagnosticcriteria for the throttle position sensor (TPS signal) are alsosatisfied by the emulated signal output 40. For failsafe reasons, theaccelerator pedal signal 21 is switched to the emulated signal 40 usinga normally-closed (NC) dual-pole single throw (DPST) relay. Anymixed-fuel component failure will pass the accelerator pedal signal 21through NC contacts to the diesel ECM 600 and fully restore operation todiesel-only mode.

Remote Pedal Interface

A second preferred approach to diesel demand limiting involves bypass ofthe primary accelerator pedal 20 input 21 through a remote pedalinterface 58 is depicted by FIG. 2. Since some engine ECMs 12 aredesigned to allow for remote pedal 57 operation (e.g. for work-truckapplications), activated by a separate switch or jumper input, dieseldemand limiting can be achieved without interrupting and processing theprimary pedal input 21.

In diesel-only mode, the driver commands diesel fuel 22 to the engine100 via the accelerator pedal 20. In mixed fuel mode, the remoteaccelerator pedal signal 64 instead originates from the mixed fuelcontrol system 10. The mixed fuel control system 10 may comprisecontroller 600, sensors 14, serial bus 16, communications with theengine controller 12.

The present invention monitors the primary pedal input 21 level throughthe ECM 12 serial bus 16 connection and electrically emulates theaccelerator pedal signal 21 to reflect a lower level of diesel demand 36sent from the remote pedal 55 input 64. As with the first approach, thisallows secondary fuel 34 (which may comprise natural gas) to be suppliedto the engine 100 with diesel 18, therefore allowing maximum fueleconomy without overpowering the engine 100.

The remote accelerator pedal 55 signal 58 must accommodate the interfacerequirements of the diesel ECM 12 in order to satisfy self-test anddiagnostic criteria. For failsafe reasons, the accelerator pedal signal21 is switched to the emulated output signal 40 using a separate digitaloutput from the dual fuel ECM 600. Any component failure in themixed-fuel system 10 will return the primary accelerator pedal signal 21to the diesel ECM 12 and fully restore operation to diesel-only mode.

Using the remote pedal input 55, 58 and emulation of VCC operation 38,diesel 18 demand can be directly controlled by the mixed fuel controller600, allowing significant substitution of a secondary fuel 34. This isthe preferred embodiment for engines equipped with a secondary, remotepedal input and networked through J1708/J1587 serial or proprietary CANbusses.

Torque Speed Command

A third, and most preferred method for diesel demand limiting involvesdirect control of the engine 1 using the J1939 Torque Speed Command(TSC) interface 70. The TSC interface 70 allows the engine torque and/orspeed to be limited and/or controlled by an externally networked device,in particular the mixed fuel controller 600. For J1939 capable engines,this method allows the mixed fuel ECM 600 to substitute the secondaryfuel 34 in place of diesel 18 in a highly controlled manner and manageengine torque and/or speed during all modes of engine operation. Asimilar command interface is also available and may be utilized forcertain proprietary CAN busses. FIG. 3

During diesel only operation, the mixed-fuel system 10 does not send anytorque speed command 70 over the CAN bus 16, and therefore does notlimit or control engine torque. Once mixed-fuel mode is active, thecontroller 600 sends the torque speed command 70 in accordance with theJ1939 specification, thereby enabling control over engine torque and/orspeed. This, in turn, gives the mixed-fuel ECM 600 independent controlover diesel fuel consumption, irrespective of whether the driver or VCC38 is governing engine speed and/or acceleration.

If an automatic transmission shift or traction control event (etc.)occurs during mixed fuel operation, the engine ECM 12 itself willarbitrate any transient conflict in TSC 70 commands. In either case, themixed fuel system 10 will revert to diesel-only mode for any remainingduration of the event.

Vehicle Cruise Control

The apparatus required for emulation of vehicle cruise control 38functionality within the mixed fuel system 10 is shown and described byFIG. 4. During VCC operation and in mixed-fuel mode, the diesel fuel 18is controlled by the electrically emulated pedal signal 40 while naturalgas 34 is controlled by a variable flow control valve such as anelectronic throttle body (ETB) 75. The overall fuel demand is controlledby the emulated VCC function 38, 40 while the resulting gas substitutionratio (GSR) is defined by fuel tables which are optimized for fueleconomy, engine performance, emissions, etc. Details are describedbelow.

The VCC 38 is operated by on/off switch 39 which is electricallyinterrupted and monitored by the mixed fuel controller 10. Duringdiesel-only operation, the state of that switch 39 is passed through tothe diesel ECM 12, allowing for normal VCC 38 operation. In mixed-fuelmode, the state of the switch 39 is emulated by the dual fuel controller600 and passed through in an “off” state, preventing the diesel ECM 12from activating the internal VCC 38 function.

Instead, with the physical VCC on/off switch 39 in the “on” state, thedual fuel controller 600 emulates the VCC 38 function for effectivemixed fuel operation. To accomplish this, the dual fuel ECM 600 mustalso monitor the state of all other VCC 38 control inputs (e.g. “set602,” “accel,” 604 “decel,” 606 etc.) as well as driver inputs (e.g.brake 608, clutch 610) and vehicle speed using the serial bus 16 (e.g.J1587) connection.

Thus, when the driver presses the VCC 38 switch 39 to “set” 602, thecurrent vehicle speed is captured as a VCC control set-point. Anydeviation from that set-point results in a speed error signal. Based onthe sign and magnitude of that error over time, a dual-fuel VCC 38feedback controller 612 generates an increasing, decreasing or constantoverall fuel demand. Note that the dual-fuel VCC controller 612 respondssimilarly to an “accel” or “decel” input from the driver.

The resulting, overall fuel demand is then satisfied by a fuel mixture18/34 employing a gas substitution ratio which is defined through a fuelmap 26 in the dual-fuel ECM 600. In turn, this gas substitution ratio(GSR) is optimized for fuel economy, engine performance and exhaust gasemissions. The diesel portion of the fuel demand is processed by theemulated pedal signal 40. See FIGS. 1 and 2 for related details. Thenatural gas (secondary fuel 34) demand is controlled by the variableflow valve which may comprise the ETB 75. The exhaust gas emissions,E.g. NOx, are monitored using existing sensors and the CAN bus orsensors specific to this task, thereby providing means for real timecontrol and adjustment of gas, secondary fuel, and air to adjust andmanage emissions via the ECM 600 and EGR 200.

Should the driver cancel or otherwise interrupt VCC 38 operation bytapping the brake, depressing the clutch, etc., the dual fuel ECM 600will revert to pedal operation but remain in mixed-fuel mode. Anymixed-fuel component failure will pass the VCC 38 on/off signal throughdigital output to the diesel ECM 12 and fully restore operation todiesel-only mode.

By monitoring all VCC 38 control inputs and assimilating all controloutputs, the present invention allows the dual fuel ECM 12 to emulateentirely the VCC function 40 through use of an optimal fuel mixture 22,34. Status lamps on the instrument panel may also be controlled throughthe applicable serial bus 16. Without this invention, gas substitution,and therefore fuel economy, emissions performance, etc. are completelyconstrained by the diesel ECM 12 speed governor.

Feedback Control of Combustion, Exhaust Gas Recirculation

For feedback control of the combustion process, with improved fueleconomy and emissions performance as control objectives, the presentinvention monitors the diesel engine, gas train and after-treatmentsystem 500. Engine data 82 is acquired through the diesel ECM serial bus16 as depicted in FIG. 5 or through direct engine sensing of at leastsome of the following parameters: Engine speed; Engine load (e.g.manifold air pressure, external load sensor, etc.); Pedal position 20,21 or governor demand input; and Diesel fuel consumption. Though not alldepicted in FIG. 5, gas train sensing measurement and devices may alsoinclude: Tank pressure as applicable; Regulator pressure; Gastemperature; Gas fuel consumption either directly or indirectly through:gas-compatible hot-wire anemometer; differential pressure sensor;Coriolis flow meter; gas flow estimation.

The dual fuel system 10 also monitors exhaust gas emissions 90, eitherthrough the diesel ECM 12 and/or after-treatment (AT) 500 control moduleserial bus connection , or through direct sensing of one or more of thefollowing: NO_(x)/O₂ concentration level via CAN-based Smart Sensor orStandalone O₂ sensor along with Exhaust Gas Temperatures (EGTs) andpressure.

Importantly, the present invention not only monitors the combustionprocess, but also independently controls both primary 18 and secondary34 fuel sources as well as oxygen content through exhaust gasrecirculation (EGR) 200. Control over diesel demand is described throughFIGS. 1-4 with the CAN-based TSC command 70 implicit within FIG. 5. Gasflow control is achieved through a variable flow valve (not shown) whileEGR 200 emulation is depicted in FIG. 6.

While prior art systems do claim to improve exhaust gas emissionsthrough the combustion of natural gas in the fuel mixture, these systemsdo not actively monitor or control emissions content. Instead, thepresent invention controls diesel demand, gas flow and exhaust gasrecirculation, all while monitoring exhaust gas conditions, for thepurpose of optimizing both fuel economy and emissions performance. Insummary, this basic responsiveness to emissions performance in additionto lifecycle cost savings is at the core of the novel control system.

Exhaust emission 90 in general, and PM (particulate matter) 95 inparticular is further impacted by the use of exhaust gas recirculation(EGR) 200 valves, which are intended to reduce NO_(x). Most dieselengines ECMs 12 control the EGR 200 in an open-loop manner based on acombination of diesel fuel injection pulse width, engine load and enginespeed. However, since the combustion of natural gas 34 reduces the needfor diesel fuel 18, the engine ECM 100 perceives reduced engine load andtherefore increases EGR 200 as described above to reduce NO_(x). Thisincrease in exhaust gas 90 to reduce NOx leads to limited supply offresh oxygen for complete combustion of the total fuel mixture, arelated loss in overall fuel efficiency and a marked increase in sootproduction.

The elevated soot levels increase service demand for regeneration of thediesel particulate filter (DPF) 400 and also lead to possible DPF 400failure. These problems are exacerbated by the introduction of SCRafter-treatment systems 500, which are inherently more responsive to NOxproduction and concentration. The contemplated invention solves thisproblem by actively controlling the EGR 200 during dual fuel operation.Referring now to FIG. 6, EGR 200 control is achieved throughmanipulation of one or more of five signals to the diesel engine ECM 12:EGR valve position 101, barometric pressure, EGR differential pressure,intake Manifold pressure, and intake Manifold temperature.

Any or all of these signals is intercepted by the ECM 12 and thenemulated as depicted in FIG. 6 to reflect the expected, diesel-only EGRlevel. Modification can be achieved through the following means whichmay include analog input and analog output drivers; and analog input andPWM output driver with impedance matching.

Diesel ECM self-test and diagnostic criteria for the EGR sensor signal103 itself are also satisfied by the emulated signal output. Forfailsafe reasons, the EGR signal 103 is switched to the emulated signalusing a normally-closed (NC) dual-pole single throw (DPST) relay. Anymixed-fuel component failure will pass the EGR sensor signal 103 throughNC contacts to the diesel ECM 12 and fully restore operation todiesel-only mode.

Through active EGR 200 control, NO_(x) concentration is maintained at orbelow diesel-only levels while soot production may be reduced by afactor of five or more. Less soot reduces the need for DPF 400regeneration and therefore fuel consumed for after-treatment. Less sootalso extends the useful life of the DPF 400 itself.

But, even with active EGR 200 control, the diesel oxidation catalyst(DOC) 300 and diesel particulate filter (DPF) 400 should be protectedduring dual fuel operation. In addition to the potential soot loadincrease from dual fuel operation, most after-treatment systemsregenerate the DPF 400 in part based on diesel fuel 18 consumption overtime. Since the diesel fuel 18 consumption rate is reduced even thoughoverall fuel consumption is not, the DPF 400 may not be adequatelyprotected from soot build-up. Therefore, the present invention employs astrategy to protect the DPF 400 by actively monitoring DPF 400differential pressure 402, temperature and regeneration status, eitherthrough direct sensing 14 as shown in FIG. 7 or through serial buscommunications as is known in the art.

Protective measures to guard the DPF 400 include the following methods:Monitoring excess soot accumulation through DPF differential pressure402, differential rate of change and/or the DPF status indicator;restoring diesel-only operation when the DPF status indicatesregeneration is required or if differential pressure is deemed excessivefor gas operation; upon indication of excess soot load on the DPF 400,prevention of gas operation until regeneration process is complete;Significantly reducing combustion of gas at elevated DOC 300temperatures indicative of passive regeneration; and preventingcombustion of gas during any DPF 400 active regeneration process.

All of these protective measures serve to extend the life of theafter-treatment components and reduce lifecycle costs associated withdual-fuel operation.

By way of background, some engine control modules (ECMs), for example,diesel ECMs have advanced emissions controls & diagnostics which performplausibility checks to assure proper engine operation and regulatorycompliance. When these checks are not satisfied, a fault condition isset and the engine may be de-rated or even shutdown. As an example ofsuch a diagnostic check, a diesel engine ECM may compare the measuredvalue for a manifold air pressure (MAP) with an expected value for theMAP. The expected value may be based on certain operating conditions,such as diesel fuel consumption rate, engine speed, engine load, intaketemperature, etc. Sufficient aberration of the measured MAP signal fromthe expected value results in a diagnostic failure response.

Some artisans have sought to modify engine systems so that a secondfuel, for example, natural gas, may be provided with a primary fuel, forexample, diesel fuel, to an engine. The inventor discovered these typesof modifications are problematic with engine systems having an ECMconfigured to perform the above mentioned plausibility checks since theECMs are not able to sense directly the flow of the secondary fuel intothe engine. That is, the expected MAP calculated by the engine ECM maybe different from the measured MAP since the ECM calculates the expectedMAP based on diesel fuel only instead of the mixed fuel. Thus, duringdual fuel (DF) operation, the above mentioned diagnostic checks mayoperate with incomplete information. As such, when the engine is in DFmode, the ECM may expect a relatively lower manifold air pressureconsistent with a diminished diesel fuel consumption at a givenoperating condition. Because the measured MAP signal reflects thepresence of the total fuel mixture, the sensed intake MAP may be higherthan expected. Even though the MAP is normal given the total fuelconsumption rate, the perceived implausibility may trigger a fault underthose specific operating conditions.

To address the above problems, the inventor designed a system with anovel dual fuel controller 6 which creates an emulated voltage for inputto an ECM 4 during DF operation. More specifically, as best illustratedin FIG. 9, the system includes an engine ECM 4 (for example, a dieselECM), the dual fuel controller 6, a switch 3, an intake manifold, and aMAP sensor 1 which sends a signal indicative of the MAP. The dual fuelcontroller 6 controls both the primary fuel, for example, diesel fuel,and the secondary fuel, for example, natural gas, to an engine.Consistent with the earlier described embodiments, the dual fuelcontroller 6 indirectly controls diesel fuel through the means (i.e.diesel demand limiting) described in the previous paragraphs. In thisembodiment, the system of FIG. 9 monitors and emulates the MAP signal sothat it mimics diesel-only operation for the appropriate operatingcondition and without any degradation in engine control.

Referring to FIG. 9 the dual fuel system monitors and emulates the MAPsensor 1 signal through use of a bypass circuit. The bypass circuitutilizes the switch 3 such that, in diesel-only (DO) mode, the MAPsensor 1 is connected to the ECM 4 as well as to the dual fuelcontroller 6. In dual-fuel (DF) mode, the emulated MAP signal (i.e. fromthe dual fuel controller 6) is connected to the ECM 4 so that theemulated MAP value is plausible. Details for MAP sensor emulation 2 aredescribed below and depicted in FIG. 10 that follows.

In the nonlimiting example of FIG. 10, the dual fuel controller 6 readsinput voltage 2.1 from the MAP sensor 1 using an analog-to-digitalconverter. The dual fuel controller 6 then calculates MAP pressure 2.2from sensor input voltage. In one example, the dual fuel controller 6calculates the MAP pressure 2.2 using a calibration table that is storedin memory of the dual fuel controller 6. The memory, for example, may besome sort of chip, for example, ROM or nonvolatile memory chip, in thedual fuel controller 6. The calibration table may be stored in the dualfuel controller and in memory. For example, the calibration table may bestored in the dual fuel controller's micro-processor, for example involatile or non-volatile memory random access memory (i.e. NVRAM). Inanother embodiment, an equation may be used to calculate a MAP pressure2.2 where the input of the equation is the voltage and the output ispressure. In this nonlimiting example embodiment, the calibration tablemay be a one dimensional look up table. The calibration values can bederived through a priori information (e.g. from sensor specificationdata) or through online learning during diesel-only mode of operation.The latter method correlates sensor input voltage readings from 2.1 withMAP pressure values 2.6 from the ECM 4 as read via the CAN bus 5 input.That is, in this latter embodiment, the ECM 4 calculates the MAP whichis shared with the dual fuel controller 6 by the CAN bus 5.

To compensate for the presence of a secondary fuel, the dual fuelcontroller 6 compares the actual MAP pressure 2.2 to an expected value2.7 MAP pressure and adjusts the MAP pressure signal output 2.3 to matchdiesel-only operation. The expected MAP pressure 2.7 is itself afunction of the engine operating condition (e.g. engine speed, dieselfuel consumption rate, intake air temperature, etc.) and is stored in amulti-variate look-up table, which may be stored in a nonvolitile memorychip of the dueal fuel controller 6. The dual fuel controller 6determines the appropriate MAP value by reading engine parameters forthe current operating condition through the CAN bus (5) input. Thisallows the dual fuel controller 6 to calculate and output a plausiblevalue to the ECM 4 during dual fuel operation, thus avoiding anydiagnostic fault conditions.

The dual fuel controller 6 uses the adjusted MAP pressure 2.3 tocalculate an associated MAP output voltage 2.4 from the calibrationtable stored in memory. The controller outputs MAP signal voltage 2.5using either an analog voltage output or by approximating an analogvoltage with a pulse-width modulated (PWM) digital output. In oneembodiment the dual fuel controller 6 utilizes a pulse-width modulated(PWM) output with requisite signal conditioning to filter the PWMvoltage.

The emulated signal voltage output from the dual fuel controller 6 mustfall within the allowable diagnostic range of the ECM 4, typically above0.5 volts and below 4.5 volts. Within the 0.5V-4.5V range, the emulatedsignal must also reflect a value that is physically consistent with theintake MAP.

In DF mode, the dual fuel controller 6 electrically disconnects the MAPsensor 1 output from the ECM 4 and connects the emulated MAP signalthrough the switch 3 to the ECM 4 MAP sensor input. The switch 3 may beinternal to or external to the dual fuel controller 6 andconnects/disconnects the physical MAP sensor circuit without creating anelectrical discontinuity fault at the Diesel ECM. One embodimentutilizes a dual pole single throw (DPST) relay, in which the MAP sensor1 is connected directly to the Diesel ECM when the relay is notenergized. This allows for failsafe operation should the Dual FuelSystem be turned off or otherwise disabled.

In lieu of the actual MAP sensor reading, the ECM 4 may measure theemulated MAP signal from the dual fuel controller 6 and communicate theadjusted measurement via the CAN bus (5). Feedback from the CAN bus 5allows the dual fuel controller 6 to monitor both the emulated signalprocessed through the ECM 4 input as well as the MAP sensor 1 connecteddirectly to the dual fuel controller 6 analog input.

In dual fuel mode, the dual fuel controller 6 monitors the emulated MAPvalue 2.6 communicated from the ECM 4 and compares that value to theadjusted value 2.3 derived from diesel-only operation. The dual fuelcontroller 6 may then adjust MAP signal voltage 2.7 b by varying the PWMduty cycle so that the value reported by the ECM 4 matches the expectedvalue for MAP pressure.

The dual fuel controller failsafe Logic 2.8 continuously monitors theactual MAP sensor 1 input to ensure that the manifold air pressureremains within a normal and safe range during dual fuel operation. AnyMAP pressure 2.2 reading outside of the allowable range triggers theDual Fuel State Logic 2.9 to restore diesel-only operation. The switch 3then reconnects the actual MAP sensor to the Diesel ECM.

The dual fuel controller failsafe Logic 2.8 also monitors the adjustedvoltage output 2.7 b to assure accurate MAP signal compensation. If apersistent MAP signal discrepancy cannot be compensated, the failsafelogic triggers dual fuel state logic 2.9 and restores diesel-onlyoperation. Here again, the switch 3 reconnects the MAP sensor 1 to theECM 4.

Consider the following example, where the actual MAP pressure reading indual fuel mode is (e.g.) 20 PSI but in DO mode with only diesel fuelconsumption, MAP would read 15 PSI.

At 2.1 The dual fuel controller 6 reads MAP sensor voltage input of 3.0V(corresponding to 20.0 psi)

2.2 The dual fuel controller 6 converts this MAP measurement to 20.0PSI. The conversion from voltage to pressure is based on (e.g.) sensordata and using a look up table.

2.7 The dual fuel controller 6 calculates the expected MAP value in DOmode at 15.0 PSI. This is based on stored CAN data for the engineoperating condition.

2.3 The dual fuel controller 6 compares the measured value to theexpected value and adjusts the emulated pressure output to 15.0 PSI

2.4 The dual fuel controller 6 converts the emulated pressure of 15 PSIback to a voltage of 2.5 V, again based on the “inverse” sensorcharacteristic

2.5 The dual fuel controller 6 outputs 2.5V to the ECM 4 via PWM voltageoutput. The ECM 4 reads the 2.5V signal and interprets it as 15.1 PSI-slightly higher than the intended pressure value of 15.0 PSI

(5) The ECM 4 sends the 15.1 MAP pressure reading via CAN to the dualfuel controller 6.

2.6 The dual fuel controller 6 reads the MAP pressure via CAN as 15.1PSI, which is slightly above the “command” value.

2.8 The dual fuel controller 6 adjusts the PWM voltage output so thevalue reported from the ECM 4 via CAN identically matches the commandvalue of 15.0 PSI

2.9 The dual fuel controller 6 has failsafe protection in case theactual value of MAP is too high in DF mode or the PWM voltage cannotcompensate the command value correctly.

What I claim is:
 1. A dual fuel controller configured to: receive amanifold air pressure signal from a manifold air pressure sensor;calculate a manifold air pressure based on the received manifold airpressure signal; calculate an expected manifold air pressure; adjust thecalculated manifold air pressure based on the expected manifold airpressure; calculate a manifold air pressure voltage based on theadjusted manifold air pressure; and send the calculated manifold airpressure voltage to an engine control module.
 2. The dual fuelcontroller of claim 1, further configured to: control a switch toprevent the manifold air pressure signal from reaching the enginecontrol module.
 3. The dual fuel controller of claim 1, furtherconfigured to: Read a manifold air pressure calculated by the enginecontrol module.
 4. The dual fuel controller of claim 3, furtherconfigured to: Adjust the further adjust the calculated manifold airpressure using the manifold air pressure calculated by the enginecontrol module.
 5. The dual fuel controller of claim 1, wherein the dualfuel controller includes a one dimensional table for calculating themanifold air pressure.